NTSB Factual Report

On June 10, 2017, about 1050 eastern daylight time, a Cessna 172P, N881AV, was substantially damaged during a forced landing following a partial loss of engine power during initial climb from Miami Executive Airport (TMB), Tamiami, Florida. The flight instructor and student pilot, were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight operated under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the flight instructor, prior to the accident flight, the airplane was refueled. He observed his student taking fuel samples to test for contaminants and none were present. They also checked the rest of the aircraft to complete the preflight inspection.

The airplane's engine was started using the checklist. It was a normal start with the gauges indicating in the green range showing that the engine was ok. They taxied out from the parking ramp, exited the ramp at "Spot 12," and then continued taxiing to Runway 9L via taxiway "Delta." During the taxi, they did not notice any issues with the airplane.

During the runup they followed the items on the checklist. The flight controls were working correctly, and the engine run up was completed without any problems. Both magnetos had two normal drops in rpm. When carburetor heat was applied, they had a normal drop in rpm, both with power on the engine and with the throttle pulled back to idle.

The flight instructor asked the student to demonstrate a soft field takeoff. The student then selected ten degrees of flaps, they received their takeoff clearance, and then started their takeoff roll. During the takeoff, they had normal engine indications and their airspeed started to climb. The student pilot then kept the aircraft in ground effect to build airspeed as they were simulating takeoff from a grass strip or rough field. At approximately 80 knots the student pilot started to climb out from ground effect. He then retracted the flaps at 200 ft. Up to this point, all indications were normal.

At approximately 350 ft the flight instructor heard a slight decrease in engine power, he then looked at the student's right hand and asked him if he was guarding the throttle, and he responded that he was. The power then came back. Then, at approximately 400 ft they had another loss of power, this time it was significant, as it went down to 1,900 rpm and it was fluctuating. The flight instructor then took the control of the airplane and started to look for forced landing options. After taking the controls, the power then dropped to 1,100 rpm and continued to fluctuate. At this point they had no available runway remaining and were losing altitude so the flight instructor decided to land the airplane in a grass field that was on the airport property. On touchdown, the flight instructor reported that the airplane's braking was very poor, and even with the use of aerodynamic braking the airplane felt to him like it was skidding. The airplane then struck a tree with the left wing, then the airport security fence and came to a stop. The flight instructor and student pilot then shut everything off, including the fuel, and egressed.

Examination of the accident site revealed that, the aircraft touched down in the grass about 200 ft past the end of Runway 9L, and then rolled about 1/4 of a mile, before impacting the tree and then the security fence. The grass was wet due to recent heavy rain. Tire marks were visible in the grass at various points from where the airplane touched down, to the tree, indicating where the flight instructor had attempted to use brakes to slow the airplane.

Examination of the wreckage revealed that, the left wing had contacted the tree first with the landing and taxi light assembly which was mounted on the leading edge. Further examination revealed that the right wingtip fairing was broken from impact with the fence, and the upper wing skins were wrinkled from the fuel tank filler caps, outward to the wingtips. The spinner and propeller were also damaged from impact with the fence.

A postaccident test run of the engine was performed under the supervision of a Federal Aviation Administration (FAA) inspector with the engine cowling removed and the engine was completely exposed. Prior to the test run, the fuel was sampled, and the oil was checked. Neither showed any signs of contamination and were at appropriate levels.

During the first engine run, the engine was started and operated for 8 minutes, 2 minutes of which were at idle, simulating a taxi from the parking ramp to the runway. The engine was then operated for 6 minutes simulating the run-up and takeoff and was then shutdown. The engine was then started and operated again for 8 more minutes and then shutdown. During the engine runs, the engine ran without hesitation and displayed no evidence of any anomalies that would have prevented normal operation.

According to FAA airman and pilot records, the flight instructor held a commercial pilot certificate with ratings for airplane single-engine land, and instrument airplane. He also possessed a flight instructor certificate with ratings for airplane single-engine and instrument airplane. His most recent FAA first-class medical certificate was issued on May 8, 2017. He reported that he had accrued 1,488 total hours of flight experience, 1,449 of which were in the accident airplane make and model.

According to FAA airman and pilot records, the student pilot held a student pilot certificate. His most recent FAA third-class medical certificate was issued on August 5, 2015. He reported that he had accrued 95 total hours of flight experience, all of which were in the accident airplane make and model.

According to FAA airworthiness and airplane maintenance records, the airplane was manufactured in 1983. The airplane's most recent annual inspection was completed on April 19, 2017. At the time of the inspection, the airplane had accrued approximately 12,828.1 total hours of operation, and the engine had accrued approximately 1,165.9 total hours of operation since major overhaul.